Fuel-valve control with lever and connections



1&Jia.y19,1925. 1,5385% A. A. ASPLUND FUEL VALVE CONTROL WITH LEVER ANDCONNECTIONS Filed Feb. 17, 1920 5 Sheets-Sheet 1 (inventor, AreZA.Asp&md

anon-new 5 Sheets-Sheet 2 A. A. ASPLUND Filed Feb FUEL VALVE CONTROLWITH LEVER AND CONNECTIONS Q @C .l 22% May 19, 1925.

' May 19, 1925. 1,538,503

A.- A. ASPLUND FUEL VALVE CONTROL WITH LEVER AND CONNECTIONS Filed Feb.17, 1920 5 Sheets-Sheet 5 (i i C v #9 i u .5; O o 9 7e xx Q Snvewtoi WWW' May 19, 1925.

A. A. ASPLUND FUEL VALVE CONTROL WITH LEVER AND CONNECTIONS Filed Feb.1.7 920 May 19, 1925. 1,538,503

A. A. ASPLUND FUEL VALVE CONTROL WITH LEVER AND CONNECTIONS Filed Feb.17, 192O 5 Sheets-Sheet 5 7T1 I II FTT STARTING AIR To IIIEL YJLVB OlITLET PIPK gvwawtoz g .H I

Patented May 19, UNITED STATES v I 1,538,503 PATENT ornca.

, AIEL AUGUST ASPLUND, OF AUBURN, NEW YORK.

FUEL-VALVE CONTROL WITH LEVER AN D CONNECTIONS. A

Application fled February 17, 1920. Serial No. 359,411.

it appertains to make and use the same.

This invention relates to improvements in internal combustion engines ofthe Diesel type. More particularly it relates to a control mechanism forthe fuel valves and is one of a. series of applications simultane ouslyfiled, to-wit: 359,410; 359,412; 359,-

443; 359,414; 359,415; 359,416, to which,

reference will be hereinafter made with regard to particular features.

The object of the present invention'is to provide an improved means forregulating the lift of the fuel valves.

A further object is .to provide such a mechanism in association, with ageneral starting and maneuvering mechamsm as will hereinafter moreparticularly appear.

portion taken on the line 22 of Figure 1.

Figure 3 is a plan view.

Figure 4 is an enlarged detail view partly in section of the fuel valveand its operating mechanism.

Figure 5is a small diagrammatic view indicating the operation of,control lever 67.

Figures 6-7 are detail views of the valve lift control lever.

Fi re 8 is a vertical sectional view showing t e starting lever and itsimmediate connections.

Fi 9 is an elevation of the parts shown in Fig. 5, taken atright anglesto Fig.5.

In thoaontrol of a Diesel enginit is de'-' sirable that the fuel valveslocated on spective cylinders be regulated in a prede- State of New,

clusion of this operation.

cation termined relation to the supply of the fuel and injection air andalso in predetermined relation to the supply of starting air and theoperation of the reversing mechanism, with its accompanying shifting ofthe operating cams. plicants invention, a starting lever 30 is providedmounted upon a stub shaft 31 adapted to control an injection air valve34:, a starting air valve 35, the stroke of fuel pumps (not shown) as ba lever 33 and connecting rod 13 and the uel valves 66, as by themechanism hereinafter more particularly. described. The reversingmechanism is operated by means of a hand wheel 2 geared to a rotor 3operating lever 6 and cam shaft 9. Upon this cam shaft are mounted cams;X, X"; F", F; S, S; R, R", controlling respectively exhaust valves, fuelvalves, starting air valves and atmospheric air valves of the engine.These cams contact with levers 14, 1 1, 14 and 14 which are mounted oneccentrics 25secured to a shaft 23 which shaft is adapted to be rotatedby a lever 22 connected as by rod 21 and pivot 20 with a dish 19 securedto a. shaft 19 adapted to be rotated by gears 17 and 16 from 15 to whichis secured rotor 3. By means of this structure rotation of rotor .3 byhandwheel 2 will operate to shift eccentrics 25 upon which the camlevers 14 are mounted to elevate said levers from the cams during theshifting operation and return same to contacting positions at the con-As is more fully described in application, Serial No. 359,412, rotor 3and starting lever 30 are interconnected by a locking mechanismcomprising a bolt 13 passing through guide rollers 13-- 13 and adaptedto enter slots 12 and 12' in an annulus carried by rotor 3. It will thusbe apparent that to start, sto and reverse an engine equipped with appicants invention, all the operations are performed by the two manuallyoperated parts, hand wheel 2 and lever 30.

Secured to stub shaft 31 is a lever 32, pivotally connected to a.connecting rod 36 connected to bell crank 37 -37.

A connecting rod 38 connects 37 of the bell crank to lever 39 whichis'secured to a shaft 9-1 extending rearwardly between the cylinders ofthe engine and upon which is mounted a lever 93 which is in turnpivotally connected as at 92 to a connecting rod 40 operating a leverpivotally connected as In accordance with the a i at 91 to a lever 41secured upon a lever control shaft 42 extending longitudinally of theengine. Fuel valves mounted in the heads of each of the cylinders aresimilarly operated from the shaft 42 by a mechanism which will bedescribed in detail with reference to one cylinder as illustrated inFigure 3. Upon shaft 42 adjacent fuel valve 66 is secured a lever 69 tothe end of which as at 72 is pivotally connected an adjustable llIlk 70,the other end of which is pivotally secured as at 71 to a valve liftcontrol lever 67 (see Fig. 6). This valve lift control lever is providedwith a laterally disposed stub axle which may be keyed thereto as at 68and which is provided with an eccentric bearing 63. This lever issupported by .allv mounted valve levers 61 bracket 65 from housing ofvalve 66 and the valve operating lever 61 is pivotally supported uponeccentric bearing 63. Valve operating -lever 61 is provided with ahardened contact plate adapted to engage stop 76 upon stem 55 of thefuel valve 66 which is normally elevated by means of spring 77, thusholding valve 60 in a closed position. The free end of valve lever 61 isconnected by a link 78 to the cam operated lever 14 which, as is fullydescribed in my eopending applications 359,410 and 359,415, is operatedby the eccentric cams, F a F, engaging rollers mounted thereon.

Link 78 connecting levers 61 and 14 is provided with pivoted connectionswhich are shown as comprising pivoted bearings 87 and 82 mounted in therespective levers through which the link 78 is passed and secured bynuts 88 and 84. I

In operation the swinging of starting lever 30 will by means of thelevers and connecting rods 32, 36, 38, 4O operate to rotate fuel valvelift control shaft 42 which in turn will operate levers 69, thusoperating to depress valve lift control levers 67, thus rotatingeccentrics 63 upon which are pivot- It will thus be seen that by theproper adjustment of these respective levers, the movement of thestarting lever 30 will be reflected ultimately in the rotation ofeccentric 63 to bring the throw of said eccentric from a normallyhorizontal position in the starting position of lever 30 to a downwardlydirected position illustrated in Figure 4, corresponding to the positionof starting lever 30, which position of the eccentric will he reachedwhen starting lever 30 has passed the 45 iasssxsos movement and betweenthat point and its full 53 stroke, as indicated diagrammati cally inFigure 1. Such a depression of the eccentric 63 which is the pivotalsupport for valve operating lever 61 increases the effective strokeapplied to said lever 61 by cam operated lever 14. It will also be notedthat through this construction the variation of this regulation of thestroke of valve operating lever 61 is gradual from the minimum to themaximum positions being secured by the gradual rotation and lowering ofthe centre of the eccentric 631 Having thus fully described myinvention, I claim:

1. In a control mechanism for explosive engines having cam operatedvalves, a rotor, means for shifting the cams operated by sa1d rotor,means for raising the cam levels during the shifting of the camsoperated by said rotor, means for regulating the valves and interlockingmeans between said rotor and said valve regulating means.

In a control mechanism for explosive engines, a starting lever and arotor, cam shiftin means operated by the rotor, cam lever lifting meansoperated by the rotor, valve regulating means operated by the startinglever and means for interlocking said rotor and starting lever.

3. In a control mechanism for explosive engines having cam operated fuelvalves the combination of cam shifting means,. cam levers, valve leversconnected with said cam levers, both said cam levers and valve leverseceentrically mounted, means including a rotor operative to shift the.cams and rotate the eccentric mountings of the cam levers, a startinglever operative of the eccentric mountings of the valve levers and meansinterlocking the rotor and starting lever.

4. In a control mechanism for explosive engines having cam operated fuelvalves the combination of cam shifting means, cam levers valve leversadjustably connected with said cam levers, both said cam levers andvalve levers heecentricallv mounted, means including a rotor operativeto shift the cams and rotate the eccentric mountings

